As my father could have told you, I never was very good at listening to advice. I really appreciate all the great suggestions and tips in response to my quandary as to how to replace our poor old dying Forester. There’s 163 comments so far, and all of them good ones. So what do I do? Sit down and carefully mull them over with Stephanie? Not me.

Just this very afternoon of New Year’s Eve, I was heading to Lane Forest Products in Old Yeller’ to dump another load of of clippings from our annual winter garden pruning and clean-up, when I saw this divine 1972 LTD sitting at the curb, in triple green, no less! I could literally feel my heart skip a few beats…if it had been a ’71, I would have probably lost it, jumped the curb and hit a tree. Those of you who have been around for a while know my deep and abiding affection for these cars, especially the ’71. My love paean to it is here.

Its owner was just finishing up wiping it down after a wash, and the late-afternoon sun glistened and sparkled on its delicious contours and creases, dazzling me. I almost got killed crossing the street in a trance, oblivious to the traffic on busy W. 13th. As soon as I got to the other side, Jerry, its owner, approached me and said “I know who you are! The Curbside Classic guy!” Now that’s a first. Usually folks think I’m trying to steal their car when I start skulking around it with a camera. I knew this was going to be an auspicious encounter.

Jerry told me he’d snagged this cream puff from the St. Vincent dePaul lot just a week or so ago. Who would donate such a historic gem? It wasn’t running right, but that was soon fixed by re-arranging the plug wires on the proper spark plugs. Fords have a thing about liking the right firing order.

As Jerry opened the front door, I couldn’t help but tell him what this meant to me, to see the inside of one of these LTDs for the first time since I quit my job as a Ford lot boy and ran away from home in 1971. I had lots of seat time in 1971 LTDs back then, driving them ever-so gently around the various storage lots of Towson Ford to the distant body shop, and when I needed a set of wheels after hours. I was literally overcome with emotion at the sight of that distinctive brocade pattern, in green no less.

As I reached out and ran my fingers over that pattern, I was engulfed in a vivid memory from August of 1971. I had “borrowed” one of the many green LTDs from Towson Ford’s storage lot for the weekend, and three girls in my neighborhood all piled into the front seat next to me. Try doing that in your BMW 2002! We drove out to the Gunpowder River, up near the Pennsylvania line, and all went skinny dipping for the first time ever. And when the girl sitting right next to me raised her legs up a bit to get out of the Ford in her very short cut-offs, I could just barely make out the imprint of that brocade pattern on the back of her soft thigh. Sigh…my old eyes would never be able to see that kind of detail nowadays…

As I slid across that splendid sofa and positioned myself behind the wheel, I was flooded with other memories of that very long night. It may seem hard to imagine that any memories could leave a deeper impression than one’s first skinny dip with three high school girls while under the influence of hallucinogens, but the driving experience of one of these “Total Performance” Fords was undoubtedly the only one that could, especially in my heightened state.

The way that big LTD crisply zigged and zagged through all the endless tight curves on the little narrow country roads out to the Gunpowder, way up in Northern Baltimore County; this was simply the ultimate driving experience. Ford had learned from its successful racing efforts at the Indianapolis 500 and Le Mans, and applied them diligently to even its most pedestrian cars, especially the suspensions.

Every little input of that fine steering wheel was met with instant response, and the feedback through its hard and narrow rim was absolutely linear, as if the wheel was alive in my hands. I could feel every little goose-bump, pore, mole, and hair follicle on the sinewy curves of the sun-warmed pavement through my finger tips. And a gentle fondle of my bare big toe on the round raised rubber button on the center of that brake pedal was enough to elicit all the response one could want from the hyper-sensitive boosted brakes, and more.

Memory-sensory overload continued as I now rubbed my fingers over the skin of that distinctive textured vinyl on the dashboard. They just don’t make that stuff anymore, sadly. And this baby is only showing 2512 miles on the odometer; why it’s barely broken in, although the ones I drove back then got the special “Fast Break-in Procedure”. Not exactly according to Ford’s recommendations, but a secret procedure passed on orally from lot boy to lot boy.

I was so wanting to capture the magic sparkling the low sun was creating on the Ford’s dashboard vinyl, but my camera didn’t seem to be seeing quite what I was. I remember sitting for hours later that magical night in 1971, sitting behind the wheel and staring at the dash, parked at the little Quaker Meeting House, wide awake from the effects of what I had ingested earlier that evening, and dazzled by the infinite profundity of that texture, while my cohorts snoozed, spread out on the Ford’s big twin beds. The guys at Ford who must have spent weeks hand-tooling the dies for those vinyl molds were in my deep thoughts that long wakeful night, just sitting there behind the wheel, waiting for daylight.

I pondered: maybe it wasn’t too late for me to go back and finish high school, and get a job with Ford tooling the original patterns for their vinyl dashes and roofs, and eventually work my way up to hand-carving heraldic crests for their emblems. The Great Brougham Epoch was such a boon to Old World Craftsmanship, reviving skills that would otherwise have long died out.

Of course, that applied to all the fine woodworkers at Ford too, never mind the tailors and upholsterers. As I was sitting there now, it was becoming obvious to Jerry that I was having a rather serious episode, engulfed in a flood of powerful memories and emotions, tears welling up. He decided I might be under the influence of some off-gassing from the vinyl and all, seeing how virginal it still looked, and that it might be best if I got some fresh air. His lure was the engine. “You want to hear it run?”

What kind of question is that? I was almost afraid to ask what was under that long beaked hood, for fear it might just be the wee little 351 V8.

My fears were unfounded as Jerry raised the helicopter landing pad-sized hood, and the mighty Ford-blue M-Code 400 greeted my misted-over eyes. Don’t let its 172 hp hp rating fool you; that was just to con the insurance companies. This was nothing less than a mildly disguised racing engine, a de-stroked high-revving version of the side-oiler 427 as used in Ford’s Le Mans-winning Mark IVs. What endless black strips of rubber I used to leave on York Road, as the secondaries on its giant Holley double-pumper four barrel carb kicked in at around 5,000 rpm, for the final heady rush to its screaming 7,000 rpm redline. I was the luckiest seventeen year-old in America!

Jerry started it up, and it purred as smooth as a Nissan Leaf. By now my knees were already a bit shaky from this encounter with the dream car of my youth, when Jerry spoke the words I would never have dreamed to hear:

“You wanna’ buy it? I was just cleaning it up before putting it up for sale. My partner is pretty steamed at me for buying it, seeing as we’re saving up for a house down payment”. And we’ve got the Toyota wagon there in the driveway. Your timing was perfect, and it kinda seems like you really need this LTD a lot more than I do”.

“Yes!! We desperately need a new car, and I’ve been racking my mind about it. And this is just the perfect answer to all our needs. Yes!”

I was just imagining Stephanie’s excitement when she would see what I brought home for her. She sews and quilts, and is a lover of fine fabrics, and the brocade upholstery in green would undoubtedly bowl her over. The trunk would be big enough for her nursery starts, straw bales, and our son’s big dog. I did wonder if the the AM radio can be rigged up for her iPod.

One of our criteria was for a quiet car for long road trips, and the Ford is certainly unbeatable in that regard. Stephanie wants a car that will handle with aplomb the many high-speed curves of I-5 and the other highways as they wend their way through the mountains out here. And one that is fun to just drive. Bingo! I’m already imagining drifting it through the tight curves of gravel forest roads when we go hiking in the woods. Having spent my youth watching all those tv cop shows, I knew that there was a reason they obviously preferred big Fords and Mercuries to catch the bad guys in their sissy Porsches and Ferraris.

We were supposed to fly out to Iowa on New Year’s Day for a wedding on Saturday, but after Jerry and I shook hands, I decided to rush home, surprise Stephanie, throw our bags in the trunk, and drive out instead. With Ford’s legendary reliability in the seventies, I’m not even going to bother to have it checked out first. And I’m certainly not worried about the salt on the roads out there blemishing this indestructible baby. So I won’t be able to respond to your comments for a few days, but I know you all will approve of my choice. Sometimes you just have to act, and not over-think things. Especially when the answer is so utterly obvious.

104 Comments

I, like a lot of readers here, wow over the pics of most CCs posted.
And read the article itself, afterwards…

But a few minutes ago, I came back to this page, and actually took a few moments to fully READ Paul’s post. Whoa, this is like Harlequin Romance prose. Way over the top, even compared to when Paul gets going on a topic…

I think some reader’s hearts were warmed that Paul finally came around and felt the broughamance. I suspect he did it because half the readers reading this morning, would be completely hung over from New Year’s.

LOVE IT! Congrats Paul! Does it really only have 2500 miles on it? Ive been saying for years that car guys should be driving classic, low mileage 4-doors as daily drivers instead of parting them out or just scrapping them. They deserve a life too.

You might be the only one on the planet to trade a late model Subaru for a 42 year old Ford! I drive my classics every day as well and you will now need to work extra time in for gas station fill ups since even a ‘forgotten’ classic like the LTD will draw a crowd of on-lookers and questions, not to mention all the thumbs-ups you will now get. Everyone loves old cars.

So Im hoping this is a true story, and if it is…

For your AM radio question, I use the Redi-Rad in all of my classic cars with working AM radios. It takes about 10 min to install, its hidden behind the dash, and then you can plug your IPod, SiriusXM or whatever and go. http://www.rediscoveradio.com/

Also, if I may offer some advice from my daily driven old car diaries….

Im not sure what year Ford did their changeover (1971 and 72 were the crossover years for the Big 3) but if that car has breaker points, throw them in the trash and upgrade to an electronic ignition. A Pertronix is the quickest, easiest way to go.

Its hard to tell what it has from the pictures but a good set of modern radial tires is a must for any classic car doing DD duties. Tire technology has changed drastically in the last 40 years, and so has the driving climate, and a big car like that needs a decent footprint; I have a couple of big old cars and I use 225/70/15 BFG Radial TAs on them and the difference in handling is night and day from the skinny OE tires.

I drive my old cars everywhere, including a recent 1200 mile trip in my 1969 Charger, and it sounds like you will using this LTD a lot as well. Even though my Charger is as solid and reliable as any late-model, its still a 45-year-old car that has long outlasted its design life and you never know when something will break. I carry a milk crate in the trunk with some basic tools and replacement parts (ballast resistors for Mopars!) and my roadside service is always ready on speed dial on my cell phone. For awhile I was on a first name basis with my local tow truck driver. It happens.

Never owned a car younger than twenty years old except for a brief sojourn with a girlfriend’s Golf. Find the right vehicle and everyday driving is still realistic. Took me three months to find my current w116 280SE. Performs like a dream (touch wood grain interior). Just don’t buy a Fiat 130 coupe unless you’re married to an heiress.

The process is now complete. When good old midwestern V8 sled-loving JPC came aboard here, Paul was a lover of those lousy european and japanese penalty boxes that everyone on the left coast drives. But over the last 3 years, I have slowly and subtly infused him with some sense and an appreciation of the genius that is the classic ‘Murcan car.

Through a combination of ancient far-eastern mind control methods and the modern miracle of the internet, I have taken over control of his mind. I only needed a single personal meeting and our CC confab in Iowa last summer was the final piece. After a 6 month incubation period of the virus that I put in his coffee, he is now completely under my control. Bwaa ha ha ha! I chose this as his first car more for everyone’s entertainment than anything else, but I will soon be bored of this circus and will get him into a proper Chrysler.

Seriously, what a wonderful specimen of a flawed car, and in THE most awful color combo of the 70s. Of course, I love it. And I do not believe for a New York minute that you actually bought this.

This is a true joy to behold. You look so much more in your natural domain behind the wheel of the Ford than you do that old broken down Subaru of yours.

I have to congratulate JP for his cunning and slyness in putting that virus in your coffee in Iowa. All I knew was as we were driving across Iowa City, he pulled some stuff out of his coat pocket and told me to “quit driving like Mario Andretti on crack”. Why just a few hours earlier, upon our initial meeting, I stated I had seen an immaculate ’72 Ford on my way there and the look on your face would have scared small children.

There are definite perks with your having bought this LTD. If your old pickup gives up the ghost as you’ve been worried about, you could simply cut it in half and hook the bed portion up to the LTD. You could overload it to your hearts content and you’ll never know it’s behind you. And, with your entertaining the idea of selling the Chinook, you could get an Airstream and pull it with the LTD. This may be the most practical and versatile vehicle you have ever owned.

That’s what’s so funny about this “triple green” model- it actually came this way. That awful green interior in no way matches the exterior or the landau roof and it never did! If you’re worried about being too matchy-matchy, this is your car.

I’m almost speechless… Except for the green vinyl roof, this looks exactly like the car my Dad bought brand new from Fette Ford in Clifton, NJ! He traded his ’67 Impala in for the LTD. I remember him saying he ordered the spoke hubcaps but the car came with the hubcaps on this car instead. Black vinyl roof though, and 400M too! Dad had it for 10 years, until it was stolen in 1982 in Elizabeth, NJ where he worked for ConRail. Cops found it smashed up, and upside down on its roof! My father was livid! He really loved that LTD. He then purchased a ‘ 79 Buick LeSabre to replace it. I remember that car when he bought it home, I was 4 at the time. I also played around with that little pullout ashtray that was in the back, on the front seat backrest! What a cool car, congrats and good luck with the purchase, and thanks for the great articles, not to mention those pictures, it’s like going back in time, another piece of my childhood, and great memories of my Dad! Thank You!

April Fools’ indeed. I think Paul’s original article on this car mentioned something about “pig piss.”

But for all that, we WANT to believe. It just goes to show how strong the lure of a CC is compared to modern metal.

I hope Paul does settle on something more inspiring than a showroom-fresh refrigerator. Of course, it’s easy to play armchair-buyer. I may have a classic in my garage, but I’m not about to give up my modern daily driver!

Unlike many who post around here I’m not blind to some of the mistakes that my favorite MFG has made along the way and the Ford 400 is definitely a DS. As far as the car goes in 72 I don’t think I would choose an LTD unless the only other option was a Mopar product.

The LTD did do what Ford designed it to do, which was to give the smoothest ride and provide the most isolation from the road of the low priced three. Of course with the LTD trim you were pushing well into the mid priced market.

There was no such thing as a 7,00 rpm four barrel 400m. The valvetrain would have self-destructed. I sense shenanigans afoot. I’ll believe it when there’s regular updates of the car with pics of Paul holding up a current newspaper like those hostages do to prove they’re still alive.

No car guy was ever happy to find a Ford 400M engine under the hood of anything. It was Ford’s experiment to see if it was possible to make a 400 cubic inch, medium weight engine that could put less than 200 Hp to the rear wheels while consuming as much fuel as possible. Just in time for the first fuel crisis, this engine replaced Ford’s slightly heavier, but more powerful 390/427/428 FE engines.

As for this gem of a full size Ford, I’d be happier to lift the hood and see a 302 or a 351W. Which I would promptly remove for my Mustang 🙂

There is no such thing as a 400M, it is just the Ford 400. This engine is part of the 335 series V8 engine family, the same family which the 351C belongs to. Ford created the 400 Ford by starting with a 351C block, raising the deck height and increasing the main bearings size to 3″. The 351C and 400 share many parts including the Cleveland heads. The 1970-74 and 1971-74 351C 2V and 400-2V use the same head. The unique parts to the 400 included the rods, pistons, crank and intake (due to the larger bearings and taller deck). The 400 also used Ford’s large engine bell housing bolt pattern. This engine was only ever built as a lo-po high torque engine with a 2-V carb and replaced the 390-2V. The 1971 400 made slightly more horsepower than the 390-2V it replaced while providing less emissions and being lighter in weight.

400M is a misnomer derived from the 351M. The 351C went out of production in 1974 and was replaced by the 351M. In Ford’s attempt to save money, it built a new 351 using the tall deck 400 block. This allowed much more parts sharing, including the block, rods, and intake. However, as a result the 351 had a very poor rod to stroke ratio, unlike the 351C and 400 (which were the same). Additionally in 1975 changes to the original free flowing Cleveland heads for emission controls resulted in more restrictive ports (however, they were still very large compared to most of it’s competitors). The 400 never used the M designation. The only reason the designations exist is to differentiate between the 3 different 351’s.

Ford didn’t ever built anything more wild than a 9:1 compression 400 with a 2-V carb. Most were a lowly 8:0:1 compression. This engine is actually very underrated and those in the know can make serious power with a decent cam, and a compression bump even with the stock heads. The stock heads on these cars had big ports and valves which makes for a good performance engine, however, when choked with low compression, mild cams and emission controls it is a bad combination for power and efficiency. Numerous Pantera guys have swap built 400’s in place of the 351C using the rare 400 FMX blocks. Further, the 400 Ford has won several engine masters competitions.

Good synopsis of the Ford 400. Yes they can be used to make some good power. However they were rushed to the market and that did lead to some teething problems. The biggest was the fact that the quality control on the early block castings and in general was at a record low point and cracking was not uncommon in them.

As far as the W, C, M thing the funny thing is that calling the first “351” a 351 was done to prevent confusion with the FE based 352 which shares the same bore and stroke and the identical displacement of 351.57 cu in.

Of course you are correct that people can build a tough 400, but that doesn’t mean you should, because there are so many better choices. As someone with a couple of decades of experience with Ford small blocks, and someone who has built up a 400 for a friend, I am well aware of Ford engine family history and what can be done with a 400. You are also correct that the 351M was the only engine to receive the “Modified” designation to distinguish it from the Cleveland and Windsor 351 engines. But folks refer to the 400 as the M (due to it’s relation to the 351M) much like folks refer to 289’s and 302’s as Windsors even though only the 351W ever had the Windsor designation, and most 289’s and 302’s came from the Cleveland engine plant.

As you said, the 400 was a low compression 2v engine, and will respond to compression and cam improvements. However, it also is very a very crack prone block, from an era of poor castings. The 351C that it’s related to, have similar issues. With these inherent defects, the cost of 351C go-fast goodies, the 351C/M/400 would be my last choice in Ford engines unless it was original to the car, and I didn’t care about performance. I would pick any any “Windsor” small block first (1963-70) or (85-up), followed by the 429/460 engines, with the FE blocks a distant third.

I did help a friend build up a 400 using and without any compression improvements. He did spend for aftermarket cam, edlebrock carb and manifold and headers. The engine was in a 67 Mustang coupe. My 65 Mustang with a 289, admittedly built up with 10:1 compression, cam, 600 CFM carb, intake, headers, but stock heads, would spank that 400 thoroughly. Thus proving the point that there is nothing that you can do to a 400, that can’t be done better with a small block.

I guess I’ll revise my statement: There are very few car guys that are happy about seeing a 400 in anything.

The reality is that only the early blocks from the Michigan Casting Complex were crack prone. The later blocks from that facility and the ones produced at the Cleavland Foundry did not have the cracking problem. However the 351M and 400 in the real world were much more likely to have a short life due to low oil pressure and rods knocking or burnt valves than any other Ford engine of that era.

As you noted there are much better options to start with to build a hot Ford push rod V8.

As Eric stated there are only certain blocks that were crack prone. There are specific blocks to avoid, but the others (majority) don’t have issues with cracking. In the a car group I am involved with the majority have 335 series V8’s (most 351C’s, some 400’s and 351Ms) and I have yet to have one with a block cracked. All 335 series engines had issues with the oiling systems, but typically this was limited to high RPM usage. There are fixes, but this is probably the biggest weak point of this engine.

I understand why people call the 400 the 400M, but it makes no sense. Ford never once called it the 400M, and the 400 existed 4 years before the 351M. By this logic the 1971-74 400s could be called 400Cs. Bottom line it is incorrect.

To be fair with your comparison with the 400 in the Mustang, compression is probably the most important aspect for the 400 to have decent performance. This is even more the case when a cam upgrade is done which lowers the DCR.

I wasn’t trying to state the 400 was the best engine ever, or the best performance engine to build, just that it is not a boat anchor like most think. It is far cheaper and easier to build a 351W or a 302 Ford, but the same can be said for a Chevy 350. My point is, Ford never built this engine to anywhere near its full potential and it can be a decent street engine with a few minor modifications.

If you want to see someone who knows how to build good strong street 400’s, check out this link:

Paul called it an M-code. I’m not up to speed on codes, but I remember a guy I worked with talking about his K-code stang. Maybe some readers are referring to this.

Bill Mitchell

Posted January 1, 2014 at 9:23 PM

The 400 is an ‘S’ code. This refers to the VIN code for the engine.

Eric VanBuren

Posted January 1, 2014 at 9:24 PM

Don, the calling it a 400M is a widespread and old misnomer that seems to stem from the fact that the 351M was derived from it.

From Wikipedia;
There exists debate as to what Ford intended the “M” designation of the 351M to refer to. Some claim the “M” stands for “Modified” – due to the derived components from both the “Cleveland” (block, heads) and “Windsor” (crankshaft) components – though others claim that the “M” refers to the Michigan Casting Center, where the 351M began production.

Likewise, Ford’s use of the 400 block in the creation of the 351M engine has resulted in the 400 mistakenly being referred to as the “400M” or “400 Modified,” despite having been the design basis from which the “modified” 351M was derived. Additionally, while the 351M and 400 motors are both based on the Cleveland block, Ford’s official name for the block contains no additional designations – the proper nomenclature is simply “400.”

There are also people who claim that the M stands for Midland which is a city in Michigan but Ford did not have a facility there, the Michigan Casting Complex where the 400 was originally produced was in Flat Rock the current home to Mustang production.

I’ve also heard people say that the M stands for “Mid Block” since it is larger than the “Small Block” 289/302/351W family and smaller at than the “Big Block” 385 series engines (429/460)

There was a M code 351C just to make things even more confusing.

Don Andreina

Posted January 1, 2014 at 9:38 PM

Thanks Eric. As far as Australia is concerned, the difference between a W and a C is Phase 2 or Phase 3 GTHO. Part of my vehicular education was coming to understand that the 400 is a small block and the 390 is a big block (as far as Street Machine magazine was concerned).

Carlo Di Tullio

Posted January 2, 2014 at 6:59 PM

Fair enough Bill. My obvious bias for the “Windsor” small blocks is showing through. I never knew that the cracking issues are from a small minority of the production run. This is something that I read in one of the Ford interchange books, and took as gospel.

I have a similar pet peeve about the existence of 64 1/2 Mustangs and unicorns. 🙂

“The Great Brougham Epoch was such a boon to Old World Craftsmanship, reviving skills that would otherwise have long died out.”

Our collective metaphorical leg is being pulled. Paul got an old LTD for his wife. Of course he did. Did I mention that I got a Sawzall and a winning lottery ticket for Christmas? I just bought a new Bugatti Veyron, but I’m already starting to get bored… Think I’ll turn it into a convertible. Heck, I think I’ll turn my kitchen into a convertible. I’ve had this Sawzall for about a week now, and I still have seven fingers!

When my Dad married his second wife in November 1978, she brought one of these into the family. Hers was identical save exterior color scheme–hers was a lighter metallic green. Her green LTD joined my Dad’s 73 dark green metallic Chevy Impala four door. Ours was a family thoroughly enamored with full sized green American iron.

My brother, then 17, wrecked the Chevy on his way to high school one morning. Two weeks later, driving the Ford, wrecked that in a very similar manner. Both repaired. My dad and his new wife displayed more grace and forgiveness than I would have expected from a Saint.

With regard to this piece, beyond that love affair aspect, I am fairly certain the 400 engine has no relation whatsoever to a 427–side oiler or otherwise. It is a decked and stroked 351 Cleveland. While only equipped with a Motorcraft two barrel, I found my stepmom’s LTD had far better acceleration than my dad’s Impala with the 350 and four barrel. Both returned similar mpg numbers.

Lastly, it amusing how this car, which was the epitome of an ordinary “used car” in the 1980’s, is now viewed with deep affection by its new owner–proof positive that cars hold a very special place in many people’s hearts, in this case, the car transports him to his teenage days. I have similar memories involving quite a few cars, but most significantly my uncle’s 1929 Model A Ford coupe. He gave me a ride in that car on July 4, 1976—in a local parade in Corte Madera, CA to commemorate the US Bicentennial. I was 9. That car now sits immobile where it has for more than 30 years…in that same Uncle’s garage. Perhaps, someday, he will let me buy it…….if so, I will likely write a piece expressing thoughts as loving as toward this old LTD….

Wow thats mint Ive only ever been in one of those registered as a 72 but seeing that other than the misplaced wheel and its not blue that could be speeds car, if it was you looking for a car yep perfect but Stephanie? automatic,check, green check, just right for hauling straw not really, wagon not really. Still its a great time capsule. You need to change your avatar thats perfect.

Paul, you almost had me until you said the 400M would do 7,000rpm. I had a 1974 Ford Custom with this engine and if it could turn 5,000 on a good day the valve float and clatter would make you stop torturing the poor benighted beast, Mine would just about keep up with my ’68 Cougar and 2 barrel 302 and the only way you could get it to burn out was to dump about 5 gal of bleach in front of the rear tires. And all the while it was getting 12mpg, on the highway, at 55mph, you didn’t want to drive it around town and check mpg; it was too disappointing. The only good thing I can say about the car was you could seat 6 full size Americans in it’s vinyl clad couches. I traded off on a 74 Valiant 6cly with twice the mileage and it was almost as fast. I do think you need a classic car to keep up appearances for CC, how about a 72 LTD wagon?

Karl Malden agreed to let Paul drive around Eugene for a few hours…. and to take it out on the I-5… to clear out the carbon and to break in the new drum brakes. While Karl was filming a couple American Express commercials. Michael Douglas rode shotgun, and agreed to take pictures in the rear view mirror of a 1985 Chev Citation II. And later, a 1978 AMC Matador Barcelona. As they both passed on the right…

Me thinks Paul is a great writer first and a car guy second because I can’t really tell if he bought the LTD or not.

Reasons he didn’t buy it…

* Steph would be driving it.
* Said he needed a wagon and not a sedan.
* Seemed to be leaning towards a new car in the previous post.
* Was worried about the hassle and expense of maintaining an older car.

Reasons he did buy it…

* The trunk and rear seat of an LTD surpass the space available in the Volvo and MB wagons under consideration.
* A 1972 American car is far more simple and robust than a newer German classic. Reliability and expense aren’t issues.
* These cars are fun to drive, comfortable and make great workhorses.
* Paul obviously loves that old yeller truck, the LTD would push the same buttons.
* It has A/C which would be needed for the road trips he mentioned.

If my own CC wasn’t such a nice car in rural settings I would have my doubts. But it is. A perfect CC for the Niedermeyer family, especially if you fix the Subaru and keep it as back up.

What doesn’t make sense is that someone with a jewel like this would sell it on a whim. There was a ’71 Ford Country Squire on BaT a few weeks ago that sold for $11,500 and it wasn’t as clean as this.

My guess is that Paul did get the LTD but bought it a while ago. The ruse was the “what should replace the Forrester” post, not this one. Brilliant, simply brilliant.

Entertaining write up and nice clean CC. These were always my favourite styled 1970’s full-size Fords, although most were too brougham and soft for my liking. It might make a decent long distance freeway hauler, but I think I’d still have to do some steering and suspension upgrades for me to actually enjoy driving it.

If you actually found an original 1972 Ford with the police package, it might be a car more to your liking. The police packages Ford offered in these years has huge improvements in the suspension. Much stiffer springs and decent sway bars made these things actually somewhat decent (for there time) as a police unit. Ford Police cars were popular for a reason. Further the 429ci PI engine would have move the car out fairly well. This engine was never rated by Ford, but the 1973 460 version made about 270 net hp and from the engine specs I would guess the ’72 429 PI would have been comparable. Like the Crown Vic Taxi thread comments people made earlier, it’s truly amazing how different the same car can ride and handle just by changing springs and sway bars on the same chassis.

True enough. I think Ford just went too far in trying for that “ulimate” smooth ride during this era. I mean they were smooth on nice pavement, but forget cornering or rough roads. We grew up with fullsize cars but my father always got the HD suspensions and it made a world of a difference. Even later one when I owned GM B-bodies, I would only buy ones with F41 suspension. Stock suspension was too soft and floaty.

“With Ford’s legendary reliability in the seventies, I’m not even going to bother to have it checked out first.” If nothing else convinced me it was April in January, this sentence did the trick. My uncle bought a new 72 LTD 2door hardtop in black vinyl over metallic brown. The brakes failed on the way home from the dealer and he an my cousin ended up in the ditch. The 72 LTD was a beautiful car for its time but it also was a piece of junk compared to another relative’s 66 LTD – now that car was both beautiful and much better assembled. Maybe the 72 was a Monday car.

Paul, you’re a man of wealth (of knowledge) and taste. We had these in Australia out of the factory and they are such a great looking car. The 1970 just misses out because it doesn’t ‘fill the corners’ with those fender bulges. The hue on yours is parfait. Congrats.

Looking at that green interior and the brocade pattern on the seats and I suddenly wish the car makers of today would have this kind of taste in color and style instead of the dreary greys and blacks we’ve been treated to for so long.

Paul, I have no idea if you did or didn’t. But it is one lovely car and that smile of yours behind the wheel was very real, indeed. I’m not a fan of the 4 door sedan or Broughams, but I have to tell you, your writing made me want to get behind the wheel of one and go for a long ride. First rate story by the best! I’m brought back to that piece you did on your Dad’s early 60’s big block Galaxy, the one with the 4 speed, dual exhaust: a drag racer as family car for the Niedermeyer clan! 🙂

Sweet ride. Maybe I should consider another ’72 Buick Skylark like the one I had in high school instead of the V70. If I ever saw one and so happened to have a little extra scratch, then watch out 2nd honeymoon.

That was really quite the write-up, er, story, Paul. I really enjoy seeing a car that is green inside and out, even if the shades of green don’t match. And, recounting your youthful memories of years ago that this car evoked makes this all the more interesting. The thing that got me wondering a bit is when you spoke of “with Ford’s legendary reliability in the seventies…” It was almost like somebody was under the influence of something. Just teasing, Paul. Very entertaining! Just a little hard to believe a car that old could be so very low mileage. Must have been stored, undriven, for very many years.

My grandmother’s last car was one of these, although hers was a four door sedan without the vinyl roof. I drove it extensively when I was home on leave from the Air Force and the one thing I remember most was the poor gas mileage, around 10 MPG in everyday, around town driving; quite a noticeable difference from the 30+ MPG I was getting from my VW Rabbit. By the time I mustered out of the service and returned home my grandmother had pretty much given up on driving, but kept the car as it was easier for her to get in and out of than the compacts that I and my siblings mostly owned. This was before I got married so I would go by her house a couple of times a week to check on her, mow the grass, do minor repairs, etc. I would take the old Ford out and drive it around, just to keep all the parts working. I don’t know about 7000 RPM but I would wind the 400 up pretty good. After my grandmother died my father sold the Ford to a co-worker who bought it to tow his boat.

I know it’s a well written satire, but . . . I am kinda sucked in. This car does appear to really exist on your home turf . . . and . . . . did you REALLY buy this car? I would’ve snapped it up, but in 2014 Honolulu, curbsides (!) are about the only place you could park this car, although (ironically), many locals love full size, x or crew cab pickups.

I have a set of yellow 1969-75 issue Hawaii tags that would go perfect on this car. It could be Danno or Chin Ho’s chase car to McGarrett’s Park Lane Mercury . . . . whip it around corners in Kakaako . . . . people old enough would think they were time-warped to ’72 . . . .

Seriously, if you DID get this, aside from all the fluid and brake/suspension revamps/checks for an old car with super low miles, love and enjoy it. Road trip machine . . . . that interior looks brand new. Aside from some carpet dirt/discolorization, it looks like new.

Enjoy the hell out of it, Paul! Great satire, as usual! While I know the commentary was the stuff April 1st is made of, I hope you did buy that car and reclaim a slice of your youth. And that goat vomit green….LOVE IT.

I had a 400 in a 78 ltd landau coupe and it lasted until I got rid of it with over 200000 miles. And once the cam was advanced 8 degrees and the emmissions removed and I also added dual exhausts and put 3 55 gears in it. It had all kinds if power and was good on gas. Most efficient car I ever had. 18 mpg town and 27 hwy on cruise. Best car I ever had. And reliable. You rock Paul.

And I can’t believe all the folks here who think you are engaging in satire when you state what a high tech, high horsepower, power mill the 400 is – mine in my 78 Lincoln Town Coupe is the epitome of a big block bruiser, with a “hair trigger” throttle that pours out instant power all the way up to 7000 rpm! I’m glad I found at least one other person who appreciates what a performance legend this motor is………